Art of traction-vehicles.



W. E. PAINB.

ART OF TRACTION VEHICLES.

APPLIUATIOR rum) IEBJ9, 1912.

Patented May 7, 1912.

5 SH'EETSSHEET 1.

attovn e13 W. E. PAINE.

ART OF TRACTION VEHICLES.

APPLIUATION mum FEB.9,1912,

1,025,714. L Patented May 7, 1912.

5 SHEETS-SHEET 2.

Q/vwao:

MM 3 W w. E. PAINE. ART OF TRACTION VEHICLES.

APPLICATION FILED FEB. 9, 1912.

1,025,714. Patented May 7, 1912,

5 SHEETS-SHEET 3.

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y W. E. PAINE. ART OF TRACTION YEHIGLES. nruunron nun 128.), 1912.

m v 94 n 7 a i M: E ME 8 n5 m P QN r W. ELPAINE.

ART OF TRACTION VEHICLES.

APPLIOATIOH FILED P123. 9, 1912.

1,025,714. May 7, 1912.

- with traflic.

UNITED STATES PATENT OFFICE.

' WILLIAM E. rams, or NEW YORK, N. Y.

ART OF TRACTION-VEHICLES.

' Specification of Letters Patent.

Patented May a, 1912.

Application filed February 9, 1912. Serial No. 676,589.

To all whom it may concern: Be it known that 1, WILLIAM E. Panamacitizen of the United States, and resident of New York, borough ofManhattan, county and State of New York, have made a new and usefulInvention in the Art of Traction- -Vehicles, of which the following is aspecification.

My invention is directed particularly toa novel method of and a paratusfor carrying heavy loads through t j e agency of traction vehicles, andit has for its objects, first, to combine a self propelled tractionvehicle having two or more wheels with a trailer in such manner as tocarry all loads thereby with the ap lication of a minimum amountof-energy. gec'ond, to effect the carriage of the load with suchvehicles in such manner that the center of gravity of the load shallalways be actedupon bythe motive or propelling force in a strai ht line,whether the vehicle be moving in a irect line or turning at variousangles in its course of procedure. Third, to provide a traction vehiclefor the transmission of heavy loads in which the pull exercised by thetraction part of the vehicle can be adjusted to a minimum for any gradeup which it is desired to carry the load-or on a level. Fourth, toprovide atraction vehicle for relatively long loads which can pass alongthe crowded streets of a city at all times and without interferingFifth, toprovide a traction vehicle of relatively reatlength forconveying long and heavy oads which shall be capable of turning in theshortest possible space. Sixth, to provide a traction vehicle for usewith relatively long loads which shall be capable of turning in aminimum space and in such manner that the rear wheels of the vehiclewill always follow substantially in the track of the traction wheels andthat the rear end of the load will not endanger, harm, or injure anyperson or any thing by reason of suchturn. Seventh, to provide avehiclefor the transportation of long heavy loads in which the load willautomatically adjust itself on curves so that the axial line thereofwill be adjusted as the vehicle proceeds in accordance with thedirection in which it proceeds and that the line of center of gravity ofthe load will always be in the line of transmission of least resistanceto the propelling motor or source of power. Eighth, to provide atraction vehicle which will carry either relatively long loads orrelatively short loads of lumber or other merchandisewithout thenecessity of fastening or tying it to the vehicle in any manner.

For the transmission of loads upon wheeled vehicles it is well knownthat with two wheeled vehicles, where the center of gravity of the loadis located in advance of the axle of the wheels which carry it andbehind the source of power so that the load is relatively balanced whenthe driver is in his seat, the load may be drawn with a minimum amountof power; as, for instance, in V the well known hansom cab drawn by ahorse, and in two wheeled trucks where the load is located as above;this because the center of gravity can be placed relatively near to thepropelling power, and also because anv change of direction of theapplication of the power is effected with a minimum amount ofresistance. In the carrying of a heavy loads, however, it has notheretofore been possible to efi'ect this relation of the, center ofgravity of the load and 'the propelling power. I have discovered thatthis is possible by the application of self-propelled vehicles havingthree or more wheels and a trailer having one or more wheels, and by soarran ing and constructing the vehicle and the trailer that the majorportion of the load rests upon the trailer withfthe center of gravityalways in advance of the axle thereof and with the minor portion of theload resting upon the front or propelling vehicle, and at such a pointin advance of thetraction wheel or wheels that there shall be asuflicient gravitating efi'ect to furnish the necessary traction. byfurnishing rotatable means, in the nature of a turn table or equivalentdevice to the have discovered also that trailer and with means foreffecting certain adjustments which I will hereinafter describe, I cancarry any load having any weight or length, dependent upon the carryingstrength and power of. the vehicle, and with a minimum application ofpower, and can so control the movement of the entirev vehicle that thecenter of gravity of the load shall always follow with relative accuracyin direct alinement with the point of application of power and therebyaccomplish the results hereinbefore mentioned as coming within the termsof the objects of my invention.'

In the use of four-wheeled traction vehicles for carrying relativelyheavy loads 3 drawn by horse or any other source of power I locatedahead of the vehicle, the power required depends upon two conditions;namely, the distance of the application of power from the center ofgravity of the load, and the direction in which the vehicle may at alltimes move, the line of least resistance being offered to the vehiclewhen moving in a straight directionand all of the wheels are rollingstraight ahead, the

line of greatest resistance being that in which the vehicle is movingwhen turning to the right or lefta maximum at 45; that is to say, thisresistance is equal to the tangent of the angle of movement. This isbecause the axles of the rear wheels which carry generally the majorportion of the load offer at that time a maximum endthrust, which endthrust diminishes in amount as the front wheels pass from 45 to 90,atwhich time there is again required a minimum amount of power becausethe entire motion of all of the wheels is a rolling motion, thesteeringwheels having a forward motion and that of the traction wheels arotary motion which has a center of rotation at the center of the rearaxle.

My invention, therefore, contemplates also the adjustment of therelative angular relation of the several wheels of the vehicle, suchthat when the steering wheels reach the maximum angle of deviation thewheels of the trailer shall alwayshave alike reverse angular position sothat the traction wheels are the relative center about which the vehiclemay turn and the friction oflered to the application of power is foundto be, when the vehicle is constructed and adjusted properly, such thatthe power required to transmit the load is due solely to rolling motionand does not involve the wasted application dueto thrust action as-lhave before pointed out, a condition of afiairs which is not found inany existing vehicle known to me, adapted to transmit heavy loads.

For a complete understanding of the invention, such as will enableothers skilled in the art to construct and use the same and practice themethod of such use, reference is had to the accompanying drawings, inwhich,

Figure 1 is a side elevational view of my complete apparatus; Fig. 2 isa plan View thereof as seen looking at Fig. 1 from the top toward thebottom of the drawings; Fig. 3 is an enlarged plan view of the rear endof the chassis of the traction engine or motorvehicle anda portion ofthe double traction wheels on the left with a complete plan view of thetrailer, and my method of connecting it to theinotor vehicle. Fig. 4 isan enlarged end view as seen lookingat Fig. 3 from right to left uponthe supposition that the traction engine has beendisconnected. Fig. 5 isa detail sectional view taken through the body part of the bolstershowinsane of the turn table, showing the manner of connecting them totheir respective supporting parts. Fig. 8 is an enlarged planvlew ofthat portion of the mechanism which supports the minimum part of theload upon the 'm otor vehicle; and permits of the lateral shiftingthereof. Fig. 9 is an enlarged de tail plan view of a modified form ofthe same part, a portion of the load being shown thereon. F 10 is asectional View taken through Fig. 9 on the line X-X, as seen lookingthereat in the direction of the arrows. Fig. 11 is a similar sectionalview taken through Fig. 9 on the line Y-Y as seen looking from right toleft in the direction of the arrows. Fig. 12 is'a plan View of the rearor skeleton end of the motor vehicle and a modified form of my inventionshowing the application of a different means of regulating the movementof the load upon the entire vehicle. Fig. 13 is a sec tional view takenthrough Fig. 12 as seen looking thereat in the direction of the arrows.Fig. 14 is asectional view of a pulley designed to take. two or morecoils of operating cord or chain shown in Figs. 12 and 13 when it isdesired to lengthen or'shorten such cord or chain.

Referring now to the drawings in detail I in which like letters andnumerals of reference represent like parts wherever used, A representsany well known form of motor truck or vehicle provided with tractionwheels T having flexible tires and steering wheels S. This vehicle issufficiently strong in all of its parts to support upon the trac tionwheels very heavy loads, and B represents a trailer with two wheels N, Wmade of unusual strength and provided with broad tread steel tires.

1 represents the bed of platform securely fastened to the motor vehiclein the usual manner and of proper width to support the load it isrequired to carry.

2 represents a bed or platform on the trailer or a bolster for thetrailer.

3 represents a pivoted reach designed to connect the trailer to thechassis, as will be describedlater on. 7

4 (see Figs. 4 and 5) represents'a rotary bolster for the trailer wheelsand 5 the upper rotary part of a turn table secured to the bolster by'U-bolts 6, 6 and cross bars 7, 7, extending above the bolster and alsoby braces 8, 8, holes in the turn table, 4, 6 and 7.

9 represents a king-bolt which is passed through the center of therotarybolster 4 and seated with its head counter-sunk in as illustrated inFigs.

- .four'longitudinal bars'll, 11, 11, 11 supported in turn by two ironcross bars 12 parallel with the axis of the trailer and are providedwith horizontal flanges 13 and three lugs or ears 14 to which the endsprings-15 are attached, and they in turn areconnected tothe axle 18 bythree strong U-bolts 16, 16, 16 and metalcross plate 17, 17, l7 so thatthe .arts when connected as described have su cient strength to carryany load it may be desired to place upon the axle 18' and steel tiredwheels W, W. The two central longitudinal bars 11, 11 are of greaterlength than the two outside bars, for the purpose of forming a pivot-edsupporting box for the reach 3. This box is formed of two pairsofparallel cross bars 22 which are secured-directly to the outer ends ofthe two central longitudinal bars 11, 11 and on both sides thereof. Therear end of this reach 3 is rovided with slots 23, 24. being a'pivot b0t for pivoting the same to the outer pair of cross bars 22.

25 are iron adjusting screws secured through iron cleats bolted to theouter side .of the longitudinal bars 11 and extending linward a definitedistance in the box and provided with set-nuts for firmly securing themin place; their function, together with blocks secured between the outerpair of cross bars 22, being to limit the rotation of the trailer, aspace 8 of practically one inch being shown on each side of thevibrating reach. 26 is abolt carried by the reach 3 in the rear end ofthe same and adapted to play through two slots 23 in the rear cross bars22.

27, 27, 27 are holes in the reach, the three upon t-heleft for adjustingitlongitudinally 1 with a bolt 28 extending through the reach andthrough a cross bar 29 in the rear end "the bolt'28 placed inthe sing eof the chassis frame 30, a' second crossbar being shown in advance forhousing the reach when the latteri's drawn forward and 27 which causesthe trailer to assume a relatively close position to the motor vehicle,v

thereby preventing boys or persons generally from attempting. to rideupon the reach.

31, 31 are pivoted eyes located on the for- 11 for carrying the lowerendsof the two guiding chains 32, located respectively on o positesides, which are adapted to assume elther one of two positions byconnecting them to hooks 33 in the forward cross bar 12, or byconnecting them'in a taut extendcentral hole ing condition to stationaryeyes 34, 34 on the rotary bolster4l 35 are metallic sleeves formedbyU-bolts on the ends of the bolster 4 for receiving load'holding rungs36, 36 (see Figs. 1 and 4).

37 (see Fig. 8) is a steel anti-friction rolle" adapted to permit theload to be shifted laterally and is preferably about 4 inches indiameter. vThis roller is journaled in three journal bearings 38 carriedby the bed or platform 1 of the motor truck A and preferably about thewidth thereof. This roller, in my invention, performs the very essentialfeature of permitting of the shifting or adjusting of the load fromright to left in accordance with the direction the vehicle is moving andit is the function of the same to do this with relatively littlefriction.

-A modified and preferred form of means for supporting and shifting oradjusting the load, on the motor vehicle with as little friction aspossible is shown in Figs. 1, 2, 9, 10 and 11, in which 39 represents acurved grooved run-way secured to the bed or plat-' form in anypreferred manner and having a radius preferably equal to the distancefrom a point in front of'and above the traction wheels T to a pointslightly in front of the rotary bolster 4 of the trailer B.

40 represents a series of ball bearings adapted to run in said run-wayand 41 a relatively thin spacing device for maintain ing them at aconstant distance from each other, 42, 42 (see Fig. 9) being two slotsin the opposite ends of said spacer, and 43, 43 bolts for holding it inrelatively loose position with relation to the ball bearings, the objectof this part of the device being to afford relatively little friction tothe lateral shifting of the load and move with the ball bearings andkeep them properly spaced.

44 (see Fig. 10) represents a floor which is designed tobe located underthe front of the load and upon the ball bearings 40. When the vehicle isused for transporting bales, barrels, or other heavy goods in bulk theking bolt 9 (Fig. 5) is preferably extended through the rear end of thisfloor, so that it will move with the load and have siifiicient frictionto hold the rear end of the load from moving. When transporting lumberor heavy timbers of squared form affording a flat surface on the underside this floor need not be used, as illustrated in Fig. 1.

45, 45 are two flat strengthening bars running lengthwise and underneaththe two central longitudinal bars 11, 11, and designed to greatlystrengthen the structure,

being connected to the lower part of the describe a modified form ofmeans for effecting the angular adjustment of the trailer and its wheelsin which the upper part of the turn table is provided with a groove 46extending entirely around the outer surface thereof, thus making it inelfect a bull-wheel, and 47 is a wire cable or chain, 48 being a turnbuckle for connecting the same to a pulley 49.journaled in the rear endof the frame of the chassis upon a cross bar 50.

51, 51, 51, 51 are. four friction pulleys, two journaled in the rear endof the chassis frame and two in the front end of the trailer frame, thefunction of these several pulleys, together with the bull wheel, beingto effect the adjustment of the upper part of the turn table and hencethe angular adjustment of the load with as little friction as possible,as will be described in connection with the description of the mode ofoperation.

I will now describe the mode of operation of my improved apparatus byfirst referring to Figs. 1, 2, 9, 10 and 11, in which there is shown inFigs. 1 and 9, a plurality of rela tively ,heavy squared timbers uponthe vehicle, constituting the load L, and ready for transportation. Itwill be noticed that these timbers are stacked upon the vehicle and thatthey rest at an angle with the 'major portion of their. weight upon the.3 by placing bolster 4 and the bed or platform ,of the trailer, whichbed or platform is in reality only a bolster with an extended area foraffording greater friction to the load than would be afforded by therelatively narrow bolster shown in Figs. 5 and 13. Itwill be noticedthat, as above stated, this bed or platformis so located that the meanof the entire bearing surface is located preferably about one inch tothe front of the bolster for maintaining the center of gravity of theload always in front of the axle of the wheels W', as shown in Figs; 2and 13, and that the antifriction device shown in Figs. 8, 9, l0'and 11is located a definite distance in front of a vertical line drawn throughthe axes of the traction wheels T. I have found this distance to bepreferably about two feet, three and a half inches. The load ispreferably stacked upon the vehicle so that there is from one to twoinches space on each side between the same aged the rungs 36 of both themotor vehicle and the trailer, this for the purpose of affording freedomof movement in the adjustment thereof. Suppose that the load to becarried is composed of 24 ft. timbers, I preferably adjust the reach thebolt 28 in the rear hole 27 of the first three holes and then connectingthe upper ends of the chains 32 to the books 33, for the purpose ofliberating, for the angular adjustment of the wheels, the upper part ofthe turn table 5. The chains, therefore, are now out of use. of thescrews 25 having been'made for giving the proper angle the load is readyto be proceeded with. In this position, when the motor vehicle isstarted on a direct line the pull is exerted by the action of thetraction wheels T and the major portion of the load is carried by thewheels W of the trailer B. Under this condition the broad treads of thetrailer offer the least resistance to the straight line so long as themotor is driven in a straight'line. Suppose now that the chaufieur turnsthe steering wheels S to the right the instant that the front of thevehicle begins to turn, the wheels WV of the trailer are caused, by thebroad bearing surfaces of their tires, to move to the left and advance alike distance, because of the fact that the play between thereof and thetrailer will permit the wheels of the latter to move in either directiona definite distance with absolute freedom, dependent upon the adjustmentand movement of the steering wheels. When the vehicle has traveled adefinite distance the rear end of the load is carried to the leftpractically the same distance that the front end was carried to theright. friction of the load upon the bed, bolster or platform 2 willcause the front end of the same to assume a direction which correspondsto the direction of the application of the traction motor upon the loadis in a direct line through its center of gravity, the center of gravityalways shifting in this manner in accordance with the angular movementof the wheels always effecting a successive adjustment so that oneobtains a direct power action, and this action, whether the'same be uponlevel ground or upon grades, will always give a minimum application ofpower because the traction wheels are under the load and the adjustmentis efiected in the manner described.

I have ascertained that with a. vehicle as extremely long loads in acircle having a adjustmentcf the vereaches of different timbers; a 7 ft.reach for 30 ft. timbers; a 10 ft. reach for 610 ft. timbers, ends. 15ft. reach for timbers 5d ft. and upward. I have ascertained also thatwith a vehicle as The adjustment the pivoted parts Consequently, the

the propelling power so that the action of radius of less than 40 ft.,something whichcannot beaccomplished, so far as I am length; a 4 ft.reach being used for 24 ft.

power and 'will continue to move in a of the trailer, thus thus equippedit is possible to turn with relatively long loads of I particularlyhicles with the major upon the rear.

long timbers may be carried together if desonof their action, travel aminimum dissired by overlapping the short timberson top of the longti'mbers. When the vehicle as described is properly equipped and proportioned for the service it is designed to accomplish, the points uponwhich stress is put utilize all t e power and none of the applied forceof the engine is wasted 1n useless strain, as there is absolutely notwisting or contortional effects and, therefore, all of the power isused in pulling the load. I have found that this constitutes animportant feature of my invention on grades, as the same permits themovement of the vehicle up such grades with the use of a min1- mumamount of power because the wheels of the trailer which carry the load,by reatance' and, therefore, absorb a minimum portion of the power used.After the vehicle is unloaded (see Fig. 3)

the chains 32 are placed in their extended position on the hooks 33 soas to connect the movable part of the turn table from the stationa part.When it is desired to move the vehic e from place to place without loadf it is only necessary to remove'the bolt 28 ing the bolt 28.

from the rear cross bar 29 and reach 3 and move the latter forward untilthe righthand hole 27 is in position for again insert- This brings thetrailer forward and causes the ends 'of the two outer longitudinal bars11, 11 of. the trailer frame to come into contact with the ends of thechassis frame 30; it also causes. the free end of the reach'to enter theopening in the second cross bar 29 thus makin it impossible for anyperson to enter etween the trailer and the motor vehicle and ride u onthe reach, thereby avoiding any possibility of an accident in thisdirection.

With the modified form of the angular adjusting appliance for the wheelsof the trailer shown in Fig. 13 the chain, cable, or

rope 47 connects the trailer to the chassis of the vehicle pivotally andthere is no otherconnection whatever between the two, the load itselfacting upon the bed or platform 2 and the journal bearings 38 or theroller 37 having suflicient frictionto effect the adjustment of thefacial bearing of thetreads of, the wheels W; these wheels having pref-When the move to the left the drawing action from the motor vehicle uponthe surform of the adjusting apparatus.

faces thereof, and the weight of the load, give sufiicient friction tomaintain them in any position which the steering Wheels may place them,the chains 32 and reach 3 (see Fig. 2) not being absolutely required inthis This action will be apparent when it is understood that the treadof the wheels W, lV, will assume a direction of rotation either to theright or the left, dependent upon the direction of rotation of thesteering wheels, and

that the bolster 2 (Fig. 12) will always be at right angles to thedirection of .move-- ment, and the chain or cord 47 will permit of thismovement at all times. To illustrate, as seen in the drawings, Fig. 12,the vehicle is movin right to left and 1f the steering wheels, not

seen, be turned so as to travel at right angles -to this straight linethe bolster 2 will assume a sition at ri ht an les to its res-' P g s Pent .position and all intermediate angles Wlll depend upon the angularmovement of the steering wheels, it being obvious that the tread facesof the wheels will assume these steering wheels. When the form of roller37 under the front end of the load is used said roller preferably hasabout two inches play at each end for affording the necessaryadjustment. It may also be covered with some good lubricatlng oil so .asto aflord in a straight line from.

.90 positions for different positions of saidthe necessary movement ofthe load both laterally and longitudinally in adjusting itself.

The motor vehicle A is shown in the drawings as of relatively greatlength, such as is used in transporting lumber, and having the motorlocated over the steering wheels S at the extreme front end'thereof, thepoint of application of power being in the sprocket wheels under thehead as shown and just ahead of the tract-ion wheels T, this beingnecessitated in long loads; but, it will be understood that where avehicle is designed for conveying bulk freight, such as boxes, barrels,bales, etc., or even for conveying passengers in vehicles of thestage-coach type the entire propelling motor maybe lo cated farther backand in such vehicles furnish the major portion of the weight sufiicientto give the necessary traction to the traction wheels, the location ofthe motor being one which the designer of the vehicle will naturally fixupon inv accordance with the work to be done.

I do not limit my invention to its use in i the manner shown with motorvehicles of the explosive type, as obviously the application of theprinciples hereinbefore described may be used generally in the artswhere it is desired to transport loads. As, for instance, in railwayspropelled by steam or electricity, or on inclined surfaces intransporting coal, or elevating logs to saw-mills, or like uses,

where the possibilty of shifting the center of g v'oy forward of theaxle of the trailer is obvious,- or, in the movement of vehicles byelectricity on highways without rails, either storage batteries or bytrolley, all such u. coming within the terms of my claims hereinafter.In its use in railways, however, the load could be practically all putupon the trailer in the nature of a-single pair of wheels joined by anaxle to two car wheels having the necessary strength to convey it andbeing so distributed that practically all combined with connectedtogether as atrain, so that two,

so I

cut of the United States is l and applying the power of said load restsupon .the trailer, only sufiicient load resting upon a single truck tohold thesame firmly in contact with the rails. Ubviously, such a car orvehicle could be various propelling motors three, four, or more motorsmight transport a series of loads thus supported, either upon rails oron a highwayin such manner as to give the greatest economy of power.

A, modification of my invention comin within the generic terms thereofwouldbe a vehicle having tw traction wheels T and a single steering v;eel coated atthe proper distance in front of the middle of the tractionaxle; together with a trailer consisting ofa metallic cylinder of theproper diameter having a tread of a width substantially equal to thetread of the'two Wheels W, the

mechanism for supporting the load being 10- cated at the desired formedby the frame work supported by the point in the triangle traction wheelsand single steering wheel. Or, the steering wheels S and wheels W of thetrailer might be supplanted by two pairs of sleigh runners provided withhubs and the latter equipped with the adjusting appliances described.Such an apparatus might be used in transporting lumber or logs in thelumber region, or other heavy articles of commerce which might besupported in the manner described, my invention having a generic use andthese illustrations warranting me in the application of the principlesdescribed for the transportation of articles of commerce.

Having thus described my invention what claim and desire to secure byLetters Pat- 1. The described method of loading and transporting heavyloads upon wheeled-vehicles having a plurality of wl1eels,'consisting inlocating the center of gravity of the load in front of the rear axle andat a point dependent upon the grade to be traversed, under the load andat such point in front of the center of gravity thereof as will offerthe least resist? ance thereto; and also causing the applied power toautomatically shift the load for all changes of direction so that itsaxis assumes a direction of movement in the plane of the direction ofthe applied power.

- porting the said fixed part gether with lateral shifting means carriedby the vehicle for supporting the minor portion of the load, thearrangement being such that the load automatically shifts itself tocorrespond with the direction of motion of the vehicle, substantially asdescribed.

3. A motor vehicle having a plurality of wheels; a trailer, the wheelsof which are adapted to assume an angular position in either directionto correspond with the angular position of the steering wheel or wheels,said trailer having a bolster adapted to support the major portion ofthe load at a point in front of its axle; in combination with meanscarried by the vehicle for supminor portion of the load and at a pointin front of the axle of the traction wheels; a source of power alsocarried by the vehicle and applied to the traction wheels at a pointbeneath the load and means for shifting the same laterally,substantially as described. i

4. A motor vehicle having a plurality of wheels, part of which carry amajor portion of the load, while the traction wheels carry the minorportion thereof; together with means for regulating the distance betweensaid wheels length of the load, substantially as described.

5. A motor vehicle havingfa plurality of wheels, part of which carry amajor portion of theload, while the traction wheels carry the minorportion thereof; together with means for regulating the distance betweensaid wheels in accordance with the length of the load; and means locatedin front of the traction wheels for shift in accordance tion in which itmay at any substantially as described.

6. A motor vehicle provided wheels having flexible tires, traileradapted to carry the major portion of the load, and provided with steeltires of relatively broad tread, in combination with shifting meanslocated transverse-the bed or time be moving,

with traction plat-form and-above and in front of the traction wheelsfor carrying the minor portion of the load laterally in eitherdirection, substantially as described.

7. A trailer for a truck having abolster and the fixed part of a turntable secured thereto; in combination with the movable part of a turntable adapted to rotate upon and supporting frictional means deslgned tocarry the maximum part of a load; together with means for connectingsaid bolster to the rear end of another vehicle, and means fortemporarily connect-.

in accordance with the permitting the load to with the angulardirectogether with a ing the movable artiofthe table to the I fixed artthereo ,substantially as described. 8. motor vehicle havin two tractionwheels, a bed or platform, an gthe necessar appliances for steering; incombination-wit a trailer carryinga bed or platform adapted to supportfrictionally the major-por ion. of the load; together withanti-frictlon'means on the motor vehicleada ted to car the minor portionof the 'loa substantia ly as described.

9. A motor vehicle'liaving traction wheels at its rear end and a trailerprovided;;wit h a bed or platform ada ed .to carry the; ,major portionof the loa said bed or platform bein carried by the movable artof a turnta le; to

the; with antiriction means on the vehlcle adapted to carry the,

minor ortion of the load, and an adjustable reach or connecting thetrailer to the motor vehicle, substantially as described.

10. A motor vehicle having a plurality of wheels, two of which aretraction wheels; a wheeled trailer adapted to carry the major portion ofthe load; shifting means in front of and above the traction wheels forcarrying the minor-portionofthe load laterally in opposite directions,and a mot-01" in front of the load connected with means for applying themotive power to the tractionwheels 30 at apoint below the load,substantially as descr1bed.

I 11., A motor vehicle having a lur ality of wl1ecls, twoof, which aretraction wheels in combination with a wheeled traileradapted to'ca'rrythe major ortion of the load, and ball, bearings locate transverse theload "and infront of-and above the-axle of the traction wheels forcarrying the minor por- "tion of the load; together with. a motorcarried by the vehicle having connections for applying the powerdeveloped by the motor to the tractionwheels located at a point belowthe front end of the load, substantially M. F. KEATING.

Copies of this patent may be obtalned fhr fl've cents each, byaddressing the "Commissioner of I'atents, Washington, D. 0.

[snub] Si ned na e this llthdfl-y of June, A 1912.

It is hereby certified that ,in Letters Patent No. 1,025,714, grantedMey'Wi 191 2, the application o f w'illiam E. Paine, of New York, N.-Y., foran. improvenient in the Art of Traction-Vehicles, anerrorappears in the printed specification requiring correction as follows:li'age 5," line 107, for the head read load; and the said Letters Patentshould beLread with this rection therein that the same may conform. tothe record .of the case in the Patent 0. 01 BILLINGS Acting.Oomririiceioner of Points.

ing the movable artiofthe table to the I fixed art thereo ,substantiallyas described. 8. motor vehicle havin two traction wheels, a bed orplatform, an gthe necessar appliances for steering; in combination-wit atrailer carryinga bed or platform adapted to support frictionally themajor-por ion. of the load; together with anti-frictlon'means on themotor vehicleada ted to car the minor portion of the 'loa substantia lyas described.

9. A motor vehicle'liaving traction wheels at its rear end and a trailerprovided;;wit h a bed or platform ada ed .to carry the; ,major portionof the loa said bed or platform bein carried by the movable artof a turnta le; to

the; with antiriction means on the vehlcle adapted to carry the,

minor ortion of the load, and an adjustable reach or connecting thetrailer to the motor vehicle, substantially as described.

10. A motor vehicle having a plurality of wheels, two of which aretraction wheels; a wheeled trailer adapted to carry the major portion ofthe load; shifting means in front of and above the traction wheels forcarrying the minor-portionofthe load laterally in opposite directions,and a mot-01" in front of the load connected with means for applying themotive power to the tractionwheels 30 at apoint below the load,substantially as descr1bed.

I 11., A motor vehicle having a lur ality of wl1ecls, twoof, which aretraction wheels in combination with a wheeled traileradapted to'ca'rrythe major ortion of the load, and ball, bearings locate transverse theload "and infront of-and above the-axle of the traction wheels forcarrying the minor por- "tion of the load; together with. a motorcarried by the vehicle having connections for applying the powerdeveloped by the motor to the tractionwheels located at a point belowthe front end of the load, substantially M. F. KEATING.

Copies of this patent may be obtalned fhr fl've cents each, byaddressing the "Commissioner of I'atents, Washington, D. 0.

[snub] Si ned na e this llthdfl-y of June, A 1912.

It is hereby certified that ,in Letters Patent No. 1,025,714, grantedMey'Wi 191 2, the application o f w'illiam E. Paine, of New York, N.-Y., foran. improvenient in the Art of Traction-Vehicles, anerrorappears in the printed specification requiring correction as follows:li'age 5," line 107, for the head read load; and the said Letters Patentshould beLread with this rection therein that the same may conform. tothe record .of the case in the Patent 0. 01 BILLINGS Acting.Oomririiceioner of Points.

Correction in Letters Patent No. 1,025,714.

upon the applicatiqn of William E. Paine, of New York, N. Y.,improvement in the Art of Traction-Vehicles, ah error appears .in theprinted specification requiring correction as follovi's: Page 5, line107, for the ford head read loa'd; and that the said Letters Pategtshould be read with this correetion therein that the same may conform tothe recor d of the case in the Patent Oflice Signed andsealed this 11thday of June, A.. D., 1912.

[sum] 0. 01 BILLINGS,

Acting (lonmiiuioner qf Patents.

